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Saturday, 27 December 2014

My blog this week is not only short but a bit late also due
to Christmas travel and festivities but it would be pity to let the 100th
Anniversary of the first-ever successful naval air strike on a land target to go
unremarked.

On Christmas Day 1914 three Royal Navy seaplane carriers, Engadine, Riviera and Empress launched
a total of seven floatplanes to attack the German Zeppelin base at Cuxhaven,
some 25 km north of Bremerhaven. The force had been escorted to striking
distance by vessels of “Harwich Force” of light cruisers and destroyers which was
responsible for active – and indeed aggressive – patrolling of the Southern
North Sea throughout WW1.

One of the Short Folders used in the Christmas day raid

The aircraft were all of the Short “Folder” Type though with engines of different
power in the 100 – 200 hp range. As the name indicated the 67 ft span wings
folded for ease of transport in the large hangars built on the after-ends of
their carriers.

HMS Engadine at anchor - note Short Folder at stern, ready for dropping

The seaplane carriers were converted Cross-Channel passenger ferries,
chosen because their top speeds (in the 20 knot range) allowed them to keep up with
the Harwich force’s cruisers. The aircraft could not be launched directly from the
ships, but rather were lowered by crane into
the water once their wings had been extended, taking off thereafter on their
floats. Recovery followed the same procedure, but in reverse, and it is obvious
that for the ships at least the period of greatest vulnerability was during
recovery, when it was essential to be stationary.

Contemporary postcard showing the Royal Navy surface forceNoe the famous light cruiser HMS Arethusa as flagship

The seven aircraft of the strike-force (engine problems held
back two more) each carried a pilot and observer/navigator as well as three 20
lb. bombs. Though puny, the latter had the potential to destroy an airship
filled with highly flammable hydrogen – indeed Zeppelin LZ37 was to be
destroyed by Sub-Lieutenant Reginald Warneford
VC with such a weapon on May 15th 1915.

A Short Folder with starboard wings still folded.

The Christmas Day attack was to be bedevilled by low cloud but the Folders nevertheless found the
Cuxhaven base, though the sheds in which the Zeppelins were housed were
obscured by mist. The aircraft dropped their bombs, though without causing any significant
direct damage. The morale effect was however marked – notice being served that
German homeland targets could be taken under attack and that resources would
have to be diverted from elsewhere to protect them.

A fanciful artist's impression of the raid!

Alerted by the
attack, German aircraft and Zeppelins set out to find the British surface force
involved. Two Friedrichshafen seaplanes, and Zeppelin L7, detected the carrier HMS
Empress, which due to boiler problems
was lagging astern of the formation, dropping small bombs that failed to hit. German
U-Boats stationed in the area were equally unsuccessful. All British vessels
returned safely to base.

The British aircraft had been airborne for over three hours and
all crews were to survive. Three aircraft managed to return to their carrier
and three landed in the sea off the German island of Norderney. The crews of the
latter were picked up by the British Submarine E11, commanded by Lieutenant-Commander
Martin Nasmith. (In the following year this commander, and submarine, were to
have spectacular success operating against the Turks in the Sea of Marmara,
action which earned Nasmith a Victoria Cross). The seventh aircraft was posted
as “missing” but the pilot had indeed been picked up by a Dutch trawler and he
managed to return to Britain a month later.

Robert Erskine Childers 1920

An interesting aspect of the Cuxhaven raid was that a key
figure in the planning and navigation required, and who was the observer on the lead
aircraft, was a 44-year old Volunteer-Reserve Lieutenant, Robert Erskine
Childers, better known as the author of the classic thriller “The Riddle of the
Sands”. Published in 1903, this novel centres on German efforts to stage an invasion
of Britain and it drew heavily on Childers’ experience as a yachtsman off the German
North-Sea Coast – the scent of the Cuxhaven Raid. An Irish nationalist,
Childers had run guns into Howth, North of Dublin, earlier in 1914, for arming volunteer
forces supportive of Home Rule for Ireland, using his yacht Asgard for the purpose. He did however
see it as ethically essential to support Britain in its death-struggle with Germany
in WW1. Childers continued to serve in the British forces until the end of the war, but thereafter
devoted himself to the Republican cause in the 1919-21 Irish War of Independence.
During the 1922-23 Civil War that followed signature of the 1922 Anglo-Irish
Treaty, Childers supported the Republican faction against the newly-established
Free-State government. Captured, and tried on which at was essentially a trumped-up
charge, he was to be executed by a Free-State firing squad in November 1922. He
characteristically insisted on shaking the hand of each member of the firing
party. He also instructed his son, who would later be President of Ireland 1973-74
to seek out and shake hands in reconciliation with each man who had signed his death warrant.

Tuesday, 23 December 2014

Sharp-sighted followers of the Dawlish Chronicles will have noticed that the third novel in the
series, Britannia’s Shark, has been
published under the aegis of the Old SaltPress. This is an independent press, set up by an association of writers
working together to produce the very best of nautical and maritime fiction and
non-fiction. I was honoured by the invitation to be a member, joining four other
authors who love ships and the sea, but who, individually, are focussed on
different areas of interest. Though we
are very widely separately geographically we are united by a shared passion which
results in work that spans a very wide range .

Below is an introduction
to each of the authors and their work.

Rick Spilman is
the founder and host of the superb Old Salt Blog (see link in column to
right) and has worked as a naval architect for several major shipping lines. Living
alongside the Hudson River, he had extensive sailing experience as volunteer
crew on the replica square-riggers HMS Rose
and HMS Bounty. He has also sailed on
both modern and period vessels along the New England coast, the west coast of
Florida, the Caribbean, the Great Lakes and the southwest coast of Ireland. Rick’s
fiction – such as Hell Around the Horn
– is focussed on the great age of mercantile sail when large wind-powered vessels
were in long retreat before the advances of steam power.

V.E. Ulett is based
in California and her Captain Blackwell
series novels are set in the classic period of naval fiction, that of the Napoleonic
Wars. Her work is however fresh, and unusual , in that it reflects, but is not
dominated by, a strong feminine viewpoint. It is indeed unflinching in dealing
with just how uncomfortable it was to be a woman in this era. Her plotlines and
settings are also out of the ordinary, making for very absorbing reads. Her
series starts with Captain Blackwell’s Prizeand the second, Blackwell’s Paradise,
is already available while the third, Blackwell’s Homecominghas just been published.

Alaric Bond,
British based, also writes novels set in the era of the Revolutionary and Napoleonic
Wars, but his “Fighting Sail” series differs from most written in the genre in
that they do not follow a single individual exclusively, but rather a wide
range of characters. Alaric’s work reflects deep knowledge of the events,
personalities of the period, as well as of the complexities of ship handling,
as demonstrated in the sixth book in the series, The Torrid Zone, was published in 2014. Though not part of the series,
Alaric’s Turn a Blind Eye, unusually
featuring the Revenue Service than the Royal Navy, is similarly enthralling.

Joan Druett, who
lives in New Zealand, covers the widest range of any of the Old Salt Press authors. She is also the most
prolific, and is widely honoured and respected for her non-fiction work based on
detailed historical research. By reference to hitherto untapped resources she
has brought to life not only the extraordinarily active roles – now largely forgotten
– played by women at sea in the Age of Sail,
but also other neglected aspects of 19th Century nautical activity
such as sealing. Joan’s most notable fictional work is the Wiki Coffin series of period detective stories , built around the adventures
of a half-Maori , half-American interpreter who accompanies
the United States Exploring Expedition which was launched in 1838. I was
particularly enthralled by the factual The Elephant Voyage – an amazing story of privation, of survival and of the
legal imbroglio that followed, and by the Wiki Coffin mystery The Beckoning Ice. Joan’s latest book, the
non-fiction Eleanor's Odyssey, is
built around the journal of the wife of an East Indiaman’s captain from 1799 to
1801. Like Joan’s excellent World of the
Written Word blog (see bar on right), this offers fresh insights to life at
sea in the period.

And the fifth Old Salt
Press author? That’s Antoine Vanner
and you’re already familiar with him if you’re reading this blog!

Best Wishes to all my readers for Christmas 2014 and for a
Happy and Successful 2015!

Friday, 19 December 2014

Earlier this week I posted a short blog about the cutting-out
of the French corvette Chevrette in
1801. I had come on this incident through finding in an 1894 publication a most
dramatic engraving depicting it. It was based on a painting by somebody
referred to simply as “de Loutherbourg”. Given that the name was an unusual one
for an apparently British artist I decided to find out more. Not only did I
discover a quite fascinating and unexpected story, but the quest introduced me
to a number of other artists of the 18th and early 19th
Centuries who specialised in maritime subjects. Several of these had stories –
and backgrounds – as unusual as de Loutherbourg’s and I’ll return to them in
later blogs. It is through the eyes of these men that we have come to form our
mental pictures of the Age of Fighting Sail. It came as a surprise to me to
learn that many of these painters, far from being studio-bound, had direct
experience of life at sea, and even of combat, as I’ll tell of in future posts.

de Loutherbourg's "The Glorious First of June"Lord Howe's victory 1794

It was during the 18th Century that Britain
gained the global-power status which was to be confirmed during the
Revolutionary and Napoleonic Wars. Through much of the period the performance
of British land forces was patchy, and occasionally disastrous. Where at all possible Britain avoided land
campaigns and instead used the wealth accruing from her maritime trade to
subsidise European powers – such as Prussia – to do the fighting on her behalf.
In establishing commercial as well as
naval supremacy it was the Royal Navy which was to prove the decisive weapon,
one unrivalled not only as regards power and size but as regards professionalism
and bloody-minded dedication to victory. This fact was widely recognised throughout
British society and, even if there was reluctance to provide adequate
remuneration and acceptable terms of service, the Navy and its personnel were
held in high esteem. Songs such as Rule
Britannia (1740) and Heart of Oak
(1760), both still loved and heard, bore witness to this. It was therefore no
great surprise that painters specialising in naval subjects should find a ready
market for their paintings with the more affluent, and for engravings of them
for the less prosperous. It is in this context that de Loutherbourg and other
artists like him should be seen.

de Loutherbourg in laterlife

Of Polish extraction, Philippe-Jacques de Loutherbourg was
born in Strasbourg in 1740 and at the age of 15 was apprenticed in Paris to the
eminent and fashionable artist Charles-André van Loo. His talent was quickly recognised
and in 1767 he was elected to the French
Academy, even though below the age normally set for this. His range of subjects
was wide and already included sea storms and battles as well as landscapes. At
an early stage however he was fascinated by the opportunities offered by stage
productions and he experimented with a model theatre to produce effects such as
running water, achieving this with clear sheets of metal and gauze.

de Loutherbourg’s increasing fascination with the theatre
led him to accept an offer by David Garrick, the greatest actor of the day (who
wrote Heart of Oak ) to move to London. Here, at the Drury Lane Theatre, de
Loutherbourg designed scenery, costumes and, most significantly, stage effects
of ever-greater sophistication. The latter depended heavily on coloured
lantern-slides and lighting effects. de Loutherbourg was to spend the rest of
his life in Britain, anglicising his name to Philip James. It is likely that,
like many Frenchmen of his background, he would have found his country a most
uncongenial place during and after the revolution.

de Loutherbourg's "The Battle of Camperdown 1797"British victory over the Dutch fleet

In the midst of his theatre activities de Loutherbourg
continued painting, encouraged by the friendship of Britain’s premier artist,
Sir Joshua Reynolds. Though his range continued to be wide it was de
Loutherbourg’s naval paintings which
were to be most prestigious. Several were commissioned to commemorate great
naval victories such as the Glorious First of June (1794) and are now in the National
Maritime Museum in Greenwich. Not surprisingly, given his links to the theatre,
these paintings are intensely dramatic. He made no attempt the fact that a
degree of licence was taken for the sake of effect and in the prospectus for the engraving of is
painting of the Battle of Camperdown (1797) it was frankly stated that:

“Mr. Loutherbourg has
availed himself of the privilege allowed to painters, as well as epic and
dramatic poets, of assembling in one point of view such incidents as were not
very distant from each other in regard to time. These incidents have been
associated as fully as the limits of the distinct picture would admit; and
although many principal events, in which particular ships distinguished
themselves, may not have been brought forward, yet the artist is satisfied that
the officers of the navy will be indulgent for whatever it was not practicable
to introduce; especially as it has been Mr. Loutherbourg’s plan to compose his
pictures with an adherence to the principles of the art not usually consulted
in marine painting.”

"The cutting-out of the Chevrette, 1801"

It is notable that in the case of the picture that first
roused my interest in de Loutherbourg, “The Capture of the Chevrette”, the drama may seem extreme, yet the work was based on
sketches made by officers who were actually present, and many of the faces are portraits
of them. Given that his career had taken
off under the Ancien Regime in France
it is interesting to note that he was to live on to be fascinated by the very
different world of the industrial revolution and to find it a challenging
subject.

de Loutherbourg’s 1801 “Coalbrookdale
by Night”: iron foundries in action.

de Loutherbourg continued to be interested in the technology
of spectacle and one could well image that had he been born a century and a
half later he would have flourished as a movie-director in the Abel Gance
mould. His most notable achievement in this area was his invention of the “Eidophusikon”(Image of Nature), a small
mechanical theatre that used lighting, stained glass, mirrors and pulleys to
achieve spectacular effects. Shows were given to audiences as large as 130 and the
subject matter was – as could be expected – spectacular in the extreme. The most
spectacular appears to have been the scene from Milton’s Paradise Lost in which Satan marshals his followers on the shored
of a lake of fire and the rising of the Palace of Pandemonium. Impressive and
popular as it was, the venture could not justify its costs and it had to close,
leaving de Loutherbourg to return to more conventional work. One can well
imagine how, today, he would have gloried in the possibilities offered by CGI.

de Loutherbourg's “Eidophusikon"

de Loutherbourg died in 1812 and though his career had been
a very unusual one it was not the only one in which great maritime art was to
emerge in this period from an unlikely backgrounds. I’ll return in later blogs with
some very surprising instances.

About Me

My "Dawlish Chronicles" are set in the late 19th Century and reflect my deep interest in the politics, attitudes and technology of the period. The fifth novel in the series, “Britannia’s Amazon” is now available in both paperback and Kindle formats. It follows the four earlier Dawlish Chronicles, "Britannia's Wolf", "Britannia's Reach”, "Britannia's Shark" and "Britannia's Spartan". Click on the book covers below to learn more or to purchase.
I’ve had an adventurous career in the international energy industry and am proud of having worked in every continent except Antarctica. History is a driving passion in my life and I have travelled widely to visit sites of historical significance, many insights gained in this way being reflected in my writing. I welcome contact on Facebook and via this Blog. My website is www.dawlishchronicles.com and its “Conflict” section has a large number of articles on topics from the mid-18th Century to the early 20th Century.